DE102006051317A1 - Method for regenerative braking of a rail vehicle with underlying passive replacement brake circuit and apparatus for carrying out the method - Google Patents

Abstract

The invention relates to a method for driving and regenerative braking of a rail vehicle or a rail vehicle train, including a traction drive (1), wherein at least one eye is associated with at least one permanently excited synchronous motor (6) and a traction converter (4) and wherein the traction converter (4) at least one machine-side pulse converter (22) and the permanently excited Synchronmoung (30) is connected such that the permanent-magnet synchronous motor (6) according to a first switching state of the traction converter (4) or according to a second switching state of a load circuit (32), including at least a load element (28) is switched on. The invention provides that for braking with comfort functions such as anti-skid and / or load control, the permanently excited synchronous motor (6) the Traktionsstromrichter (4) switched on and this first switching state is maintained until a fault such as an insufficient braking force detected in the course of braking and only then the second switching state is brought about, in which the permanently excited synchronous motor (6) of the load circuit (32) is switched on.

Description

State of the art

The The invention is based on a method for driving and generating Braking a rail vehicle or a rail vehicle train including a traction drive, wherein at least one axle at least one of the rail vehicle or the rail vehicle train permanently excited synchronous motor and a traction converter assigned and wherein the traction converter is at least one machine side Pulsstromrichter has and the permanent-magnet synchronous motor is connected at its terminals with a switching device such that the permanently excited synchronous motor according to a first switching state the traction converter or according to a second switching state a load circuit including at least one load element connected will, according to the preamble of claim 1.

Farther The invention also relates to a device for carrying out the Method according to the preamble of claim 6.

aim in the equipment From rail vehicles it is increasingly effective and lighter drive machines use. The standard drive machine today is the converter Used asynchronous machine. But this machine offers little potential for further development in terms of weight reduction and torque density and usually requires their use in rail vehicles Transmission. Because of this, more and more efforts are currently visible to develop permanent-magnet synchronous machines as vehicle drives and use. Thanks to its high torque density, this type of machine enables the realization of direct drives and achieved mainly by the Elimination of the transmission a very high reduction in the mass of the powertrain.

Due to its permanent excitation, the permanently excited synchronous machine has some special features compared to asynchronous technology. For example, it is possible to achieve a braking effect on a rotating machine in addition to converter-controlled generator operation with purely passive components. The braking effect generated by a permanent-magnet synchronous machine through a wiring of braking resistors is of the generic type DE 101 60 612 A1 known.

at the connection of the rotating permanent magnet synchronous machine with braking resistors results in dependence from the speed of the synchronous motor and thus also from the vehicle speed a characteristic moment or force characteristic, the further also as natural Brake characteristic is called. This braking characteristic has in Course over the speed / speed is a maximum.

By the different loading condition of a vehicle (e.g. passengers) a load-dependent Regulation of the braking force, also called load correction, required, so that one possible constant delay is reached. If the braking force is adjusted so that in the empty Condition a high delay performance would be achieved without Load correction the vehicle in full condition a much smaller delay and in extreme cases have too long a braking distance. In the reverse Case of setting a very high braking force for the maximum loaded state results quickly without load correction in the empty state an overbraking of the vehicle. It would the permissible Traction utilization exceeded by the large braking forces. Bad adhesion coefficients can To a high slip of the braked axles and thus to a high Heating / wear of the wheels lead. This could be one Reduction of braking effect and thus an extension the braking distance result. This is especially true of vehicles with a big one Difference between empty and fully loaded vehicle noticeable.

Service brake operations, in particular, in suburban vehicles such as U- or S-Bahn will therefore preferably with the wear-free electrodynamic brake performed. Through a complex electronic Control by means of the traction converter can be a very represent good braking behavior with comfort functions (load correction, Anti-skid control, jerk limitation, braking force management, etc.).

Under A safety or emergency brake will usually be another Brake circuit understood by the driver of the rail vehicle for quick braking triggered in an emergency or which as the underlying security level for the priority Service brake circuit is used if it fails due to a fault. The Emergency or safety brake is usually via an electrical safety loop fires when the driver presses an emergency button in the cab or also automatically. Because of their complexity and the resulting reduced availability It is assumed that an electrodynamic brake is used as a safety or emergency brake is not suitable.

For this reason, in many cases in today's rail vehicles, the safety or emergency brake is represented by an additional pneumatic friction brake. Both a load correction and an anti-skid control are state of the art. The load correction can inde pend gig of an electronic brake control purely pneumatic. In vehicles with air springs, for example, the air spring pressure is used as the control pressure for the load-dependent correction of the brake pressure. In this case, a gradual or even better continuous adjustment of the braking power to the vehicle mass. The anti-skid control is via anti-skid valves with a special electronic control.

Because the two brake circuits, on the one hand the service brake circuit and on the other the brake circuit for the emergency or safety brake with different brake media and different brake actuators each with their own comfort functions accomplished are, however, results in a very expensive and complex structure Braking system.

Of the Invention is based on the object, a method and an apparatus the aforementioned Type to continue to form such that the disadvantages described above be avoided.

According to the invention this Task by the features of claim 1 and of claim 6 solved.

Advantages of the invention

Of the fundamental The idea of the invention is that for braking with comfort functions like anti-skid and / or load control the permanently excited synchronous motor the traction converter is switched on and this first switching state as long as it remains in the course of braking a fault like detects an insufficient braking force and only then the second Switching state brought about in which the permanently excited synchronous motor of the load circuit is switched on. It is advantageous in this case in particular that so long it goes with all comfort features such as anti-skid control, Load correction etc. is braked.

Furthermore the disadvantage of the controlled regenerative brake is compensated, because of the complexity the control functions have a reduced availability. Because through appropriate monitoring is immediately switched to the passive spare brake circuit, if one disorder in the parent Brake circuit is present, so no risk of brake power failure consists. On the other hand, the availability of the replacement brake circuit higher, because no comfort features such as anti-skid and / or load control are more available, but only a simple load circuit with passive components such as resistors, inductors and / or Capacities.

to Realization of the method, it is sufficient for both brake circuits, i. for the priority anti-skid control or load-corrected brake circuit and for the passive replacement brake circuit a single common permanent magnet synchronous motor as Provide brake generator, which preferably the traction converter is switched on and remains to regenerative braking with comfort features like anti-skid and / or load control. Only in case of failure is based on the much simpler passive passive brake circuit switched.

The Einsteuern the braking force is monitored by a monitoring device. The monitoring device evaluates the applied braking force by measuring relevant physical Sizes, like For example, braking force, current and voltage. These values or in the monitoring device derived value for the braking force, for example, in terms of their height and their monitored over time. With correct Einsteuerung the braking force is an activation prevents the passive replacement brake circuit.

provides the monitoring device However, an error in the applied braking force is fixed switched to the passive spare brake circuit. Thus, one is indeed unregulated but safe fallback always given the minimum requirements of a security or emergency braking.

The technical safety relevant design and execution of the Procedure is limited thus only to the monitoring device. These uses as inputs the the second switching state triggering Signal as well as the measured relevant physical quantities, such as For example, braking force, current and voltage and controls depending on it as output a switching signal for the Switching device off.

Compared to the The prior art thus results in a considerable saving on components and assemblies. Consequently comes in both brake circuits the same braking medium, namely electric current and a common brake generator used, so that an extra pneumatic brake circuit with friction brake can be omitted.

By in the subclaims listed activities are advantageous developments and improvements in the specified independent claims Invention possible.

Preferably, the first switching state is maintained even after triggering a safety or emergency braking until, during the safety or emergency braking, a fault such as an insufficient braking force is detected and only then the second switching state is brought about, in which the perma nent excited synchronous motor of the load circuit is switched on. When requesting a safety or emergency braking eg via a safety loop of the rail vehicle or rail vehicle train is then intact electrodynamic or regenerative brake, ie the entire electrodynamic brake system with control, power electronics, engine, etc. is completely intact, continue with full comfort, ie lastkorrigiert and anti-skid braked. For this purpose, the signal of the safety loop which triggers the safety or emergency braking is retained, overwritten or suppressed, for example, until the fault has occurred, and only then turned on to the switching device in order to bring about the second switching state.

Prefers becomes dependent from the height and / or from the time course of during a braking of existing electrical variables and / or of the measured Braking force judged whether there is a fault or not. The monitoring device this can be the electrical quantities, for example the voltage applied to the terminals of the permanent magnet synchronous motor or the one flowing through them Electricity received.

The exact operation of the drive and brake system according to the invention will become apparent from the following description of an embodiment clear.

drawings

One embodiment The invention is illustrated in the drawing and in the following description explained in more detail. In the drawing shows:

1 a schematic representation of a traction drive for an AC vehicle including a permanent-magnet synchronous motor;

2 a device for driving and regenerative braking of a rail vehicle according to a preferred embodiment of the invention;

Description of the embodiment

In the 1 is a traction drive 1 for an AC vehicle, also referred to as AC rail vehicle, in particular for a light rail vehicle such as a subway or S-Bahn shown in more detail, with 2 a traction transformer, with 4 a traction converter, with 6 a permanent magnet synchronous motor and with 8th a braking device are marked. The traction transformer 2 has a primary winding 10 and several secondary windings 12 on, of which here only one secondary winding 12 are shown. The traction converter 4 has a four-quadrant controller 14 , a sucking circle 16 , a capacitor bank 18 , an overvoltage protection device 20 and a machine side pulse-controlled converter 22 on. The four-quadrant adjuster 14 is on the AC side with a secondary winding 12 of the traction transformer 2 linked and connected in parallel on the DC side. Electrically parallel to the two DC-side connections 24 and 26 this feed circuit are the absorption circuit 16 , the capacitor bank 18 , the overvoltage protection device 20 and the DC side input terminals of the machine side pulse converter 22 connected. On the output side is the machine-side pulse converter 22 with connections of the permanent-magnet synchronous motor 6 connectable.

The braking device 8th exists per phase of the permanent-magnet synchronous motor 6 from a braking resistor 28 and a switcher 30 , These braking resistors 28 are electrically connected, for example in a star and, for example, each have a constant resistance. Alternatively, a delta connection is conceivable. The switches 30 are so with the outputs of the machine-side pulse converter 22 and the inputs of the permanent-magnet synchronous motor 6 linked to the inputs of the permanent-magnet synchronous motor 6 on the one hand with the braking resistor 28 and on the other hand with the outputs of the machine-side pulse converter 22 are connectable.

These switches 30 , which are also referred to as fail-safe switch can be operated electrically or mechanically or pneumatically. Through the switch 30 can be the terminals of the permanent-magnet synchronous motor 6 according to a first switching position with the outputs of the machine-side pulse converter 22 or according to a second switching position with a load circuit 32 in the form of the preferably in star connected braking resistors 28 get connected.

In the first switching position of the switch 30 generates the permanent magnet synchronous motor 6 a braking torque generated by the traction converter 4 is regulated, in particular with regard to comfort functions such as load correction, anti-skid control or jerk limitation. With this first switching position, a priority regenerative service brake circuit is activated. In the second switching position, the permanently excited synchronous motor generates 6 a braking torque that changes with the reduction of the speed of the rail vehicle according to the course of the natural braking characteristic. To generate this braking torque is neither the machine-side pulse converter 22 yet any regulation needed. With this second switching position, a subordinate passive emergency brake circuit is activated.

In addition to resistances 28 or instead of such can the load circuit 32 also contain other passive electronic components such as capacitors and / or inductors, for example in the form of choke coils. In a parallel circuit of resistance 28 and capacitor, for example, the maximum of the braking torque M _{max is} increased. In contrast, by a series of resistance 28 switched inductance, the maximum of the braking torque M _{max of} the permanent-magnet synchronous motor 6 be reduced. In general, a variety of load circuits 32 conceivable, be it by varying the resistance, capacitance or inductance values and / or by varying the interconnection of the individual components (parallel or serial).

For braking with comfort functions such as anti-skid and / or load control, the permanently excited synchronous motor is used 6 the traction converter 4 and a traction converter this 4 controlling drive control 34 switched on and receive this first switching state until, during the braking, a fault such as an insufficient braking force detected and only then brought about the second switching state, in which the permanently excited synchronous motor 6 the load circuit 32 is switched on.

The control of the braking force is characterized by an in 2 shown monitoring device 36 monitored by which the traction drive 1 from 1 is supplemented. The assessment as to whether sufficient braking force is applied is preferably carried out by measuring the motor currents I. These can be directly related to the engine torque M and in the relevant braking case (requirement of the safety or emergency brake) on the applied braking torque. Of course, it is also possible to use other relevant physical quantities (measurement of the terminal voltage U, direct force measurement, etc.) for assessing the braking power. By simple criteria, such as the amount of braking force, a time monitoring in the event of the intervention of Gleitschutzregelalgorithmen, etc. can be in the monitoring device 36 one of all other control and regulation devices 4 . 34 Make an independent decision as to whether at least one braking force sufficient for the required stopping distance is set up for the safety or emergency brake case. In addition, all comfort features and additional electronic controls are still available. In case of failure of the electrodynamic brake is an immediate switch to the passive spare brake circuit for a pending safety or emergency brake request. This switching can be independent of the monitoring algorithm by an additional error signal from the drive control 34 be triggered in which run the control and regulation routines, if a self-diagnosis of this device 34 still carried out and in case of failure still error signals can be generated.

The monitoring device 36 therefore evaluates the applied braking force by measuring relevant physical quantities, such as a measured value for the braking force, a current I and / or a voltage U. These values or in the monitoring device 36 derived therefrom value for the braking force are monitored, for example, in terms of their height and their time course. These include, for example, the terminals of the permanently excited synchronous motor 6 , through which the motor current I flows as a monitoring variable, by electrical lines 38 with the monitoring device 36 in connection. Alternatively or additionally, could also at the terminals of the permanently excited synchronous motor 6 decreasing voltage U and / or the braking force are measured directly.

The judgment as to whether or not there is a malfunction during braking is then preferably made as a function of whether one or more quantities U, I supplied during braking are proportional to the braking force and / or the measured braking force itself exceeds a certain threshold value or not. With correct Einsteuerung the braking force activation of the passive replacement brake circuit is prevented. Represents the monitoring device 36 However, a fault in the applied braking force, is switched to the passive spare brake circuit.

Typical sources of interference are, for example, a failure of the traction converter 4 controlling drive control 34 and / or the traction converter 4 itself and / or an electrical wiring connecting these assemblies 40 , If the drive control 34 and / or the traction converter 4 Having a self-monitoring, for example by plausibility checks or by providing redundancies with mutual monitoring, can also be a fault signal via a signal line 42 directly into the monitoring device 36 be controlled.

Preferably, the first switching state is maintained even after triggering a safety or emergency braking until in the course of safety or emergency braking detects a fault such as insufficient braking force and only then brought about the second switching state, in which the permanently excited synchronous motor 6 the load circuit 32 is switched on.

When requesting safety or emergency braking, eg via a safety loop 44 of the rail vehicle or rail vehicle train is then in intact electrodynamic or regenerative brake, ie the entire electrodynamic braking system with control 34 , Power electronics, motor 6 etc. is completely intact, still with full comfort, ie lastkorrectig and anti-skid braked. For this purpose, the signal of the safety loop which triggers the safety or emergency braking is generated 44 , usually a voltage drop below a threshold voltage, from the monitoring device 36 retained, overwritten or suppressed until the fault has occurred, and by the monitoring device 36 only then to the switches 30 controlled in order to bring about the second switching state. This is the monitoring device 36 on the one hand by a signal line 46 with the safety loop 44 and on the other hand by a control line 48 with the switches 30 in which preferably a contactor or fault current switch 50 is switched.

• – Einlesen der Anforderung der Sicherheitsbremse,
• – Einlesen der physikalischen Größe, aus der die Bremskraft abgeleitet wird (gemessene Bremskraft, Motorstrom I, Spannung U),
• – Überschreiben bzw. Unterdrücken der Aktivierung des passiven Bremskreises.

The functions of the monitoring device 36 are therefore:

• Reading in the requirement of the safety brake,
• Reading the physical quantity from which the braking force is derived (measured braking force, motor current I, voltage U),
• - Overriding or suppressing the activation of the passive brake circuit.

Parts of or the entire monitoring device 36 can be redundant to meet high security requirements. The structure of the monitoring device 36 can be realized both via a pure hardware electronic circuit, as well as a microcomputer software combination. An integration into other systems of the drive and brake control for the use of common circuit parts, such as a common power supply is also conceivable.

At least one axis of the AC rail vehicle is such a permanent magnet synchronous motor 6 with traction converter 4 and the other components according to 2 assigned.

The invention is not on traction drives 1 limited by vehicles powered by an AC circuit, but may also be used in traction drives of vehicles with permanently energized synchronous motors 6 which are fed by a DC network, as for example in the DE 101 60 612 A1 are described.

1

traction drive

2

traction transformer

4

Traction Inverter

6

synchronous motor

8th

braking means

10

primary

12

secondary winding

14

Four-quadrant

16

acceptor circuit

18

capacitor bank

20

Over-voltage protection device

22

Pulstromrichter

24

connection

26

connection

28

braking resistor

30

switch

32

Powershift

34

drive control

36

monitoring device

38

management

40

cabling

42

signal line

44

safety loop

46

signal line

48

control line

50

contactor

Claims (9)

Method for driving and regenerative braking of a rail vehicle or a rail vehicle train comprising a traction drive ( 1 ), wherein at least one axis of the rail vehicle or of the rail vehicle train at least one permanently excited synchronous motor ( 6 ) and a traction converter ( 4 ) and wherein the traction converter ( 4 ) at least one machine-side pulse-controlled converter ( 22 ) and the permanently excited synchronous motor ( 6 ) at its terminals with a switching device ( 30 ) is connected in such a way that the permanently excited synchronous motor ( 6 ) according to a first switching state the traction converter ( 4 ) or according to a second switching state of a load circuit ( 32 ) comprising at least one load element ( 28 ) is switched on, characterized in that for braking with comfort functions such as anti-skid and / or load control of the permanently excited synchronous motor ( 6 ) the traction converter ( 4 ) and this first switching state is maintained until a fault such as an insufficient braking force is detected during braking and only then the second switching state is brought about, in which the permanently excited synchronous motor ( 6 ) of the load circuit ( 32 ) is switched on. A method according to claim 1, characterized in that the first switching state also after Triggering a safety or emergency braking is maintained until during the safety or emergency braking a fault such as an insufficient braking force detected and only then the second switching state is brought about, in which the permanently excited synchronous motor ( 6 ) of the load circuit ( 32 ) is switched on. A method according to claim 2, characterized in that a safety or emergency braking triggering signal a safety loop ( 40 ) of the rail vehicle or rail vehicle train is retained, overwritten or suppressed until the fault has occurred, and only then to the switching device ( 30 ) is turned on to bring about the second switching state. Method according to at least one of the preceding Claims, characterized in that dependent from the height and / or the timing of at least one during a Braking of existing electrical variable (U, I) and / or of the measured brake force, the judgment is made as to whether a fault exists or not. Method according to claim 4, characterized in that that the assessment of whether there is a fault during braking dependent it is made of whether the during the braking present electrical quantities (U, I) and / or the measured Braking force exceeding a certain threshold or not. Device for driving and regenerative braking of a rail vehicle or a rail vehicle train comprising a traction drive ( 1 ), wherein at least one axis of the rail vehicle or of the rail vehicle train at least one permanently excited synchronous motor ( 6 ) and a traction converter ( 4 ) and wherein the traction converter ( 4 ) at least one machine-side pulse-controlled converter ( 22 ) and the permanently excited synchronous motor ( 6 ) at its terminals with a switching device ( 30 ) is connected in such a way that the permanently excited synchronous motor ( 6 ) according to a first switching state the traction converter ( 4 ) or according to a second switching state of a load circuit ( 32 ) comprising at least one load element ( 28 ), characterized in that it comprises a monitoring device ( 36 ), in which as input variables a signal triggering the second switching state and at least one electrical variable of the permanently excited synchronous motor ( 6 ) and / or one of the value of the permanently excited synchronous motor ( 6 ) dependent signal is readable and which depends on these signals as output a switching signal for the switching device ( 30 ). Apparatus according to claim 6, characterized in that the monitoring device ( 36 ) is redundant. Apparatus according to claim 6 or 7, characterized in that the monitoring device ( 36 ) is hardware-based or software- and / or hardware-based. Device according to at least one of claims 6 to 8, characterized in that the load elements ( 32 ) Resistances ( 28 ) and inductors and / or capacitors in series and / or parallel connection.